Valve for engines



1". PHILLIPS. VALVE PDB ENGINES.

No.,5o0,271..- lamentedJun@2'7,1893.`

UNITED STATES PATENT OEEICE.

FRANKLIN PEIILLIPOF-NEWARK, NEW JERSEY.

VALVE FOR ENGINES.

SPECIFICATION forming part of Letters Patent No. 500,271, dated June 27,1893.

Application filed February 15, 1893. Serial No. 462,415. (No model.)

To a/ZZ whom it may concern,.-

Be it known that I, FRANKLIN PHILLIPS, a citizen of the United States,residing at Newark, Essex county, New Jersey, have invented certain newand useful Improvements in Valves for Corliss Engines, fully describedand represented in the following specification and the accompanyingdrawing, forming a part of the same.

This invention relates to that class of oscillating valves which areformed with a solid cylindrical face fitted to an imperforatedcylindrical seat, and adaptedto ad mit the steam to a single port by themovement of one edge of the valve over such port. Such valves are usedin Corliss engines, in which four valves are used,two toadmit steam atopposite ends of the cylinder, and two for discharging the exhaust fromopposite ends of the cylinder; but the exhaust valves are, in suchconstruction, moved always through a given stroke, while the steamvalves are released from the driving mechanism by a detachable latchregulated by a governor. As such latches, and the means for actuatingthe same, are already well known, it is not necessary to illustratetheir construction to explain my invention; as the latter relatesexclusively to the construction of the valve and its seat within thevalve chamber. In a Corliss engine each valve is seated in a chamberfrom which there is a single outlet port,such port leading from thesteam valves into the cylinder, and from the exhaust valves into anexhaust chest. In engines where the load is light, the steam ports areseldom opened more than one half or one fourth of their width, and thesteam is thus compelled to pass through a very narrow passage.

The present improvement consists in the combination, with each valve, ofan internal passage opening at both ends upon the valve face, animperforate seat at one side of the port proportioned to admit the steamto one end of the passage when the edge of the valve rst opens theconnected port. The port is thus supplied with steam at the edge of thevalve, and through the internal passage simultaneously; by whichconstruction the cylinder is supplied with steam more quickly under agiven movement of the valve, and the valves themselves mayhave a smallermovement to deliver the same volume of steam. By diminishing themovement of the Valvesthe jar upon the links which operate the valves isdiminished, the friction of the entire valve driving mechanism isreduced,

and the dash pots operate with much less noise or concussion. Suchinternal passages have been heretofore applied both to flat slide valvesand to such oscillating valves as are used for admitting steam to anddischarging it from one end of the steam cylinder by means of va singlevalve; but they have never been applied to Gorliss engines,in which thesteam induction valve is closed by a spring /or weight, and in which theexhaust valves discharge the steam from a lateral passage so as topermit of a valve seat beneath the center ofthe valve to sustain itsweight. My invention therefore relates to the special constructionswhich I have devised for the valves and the valve seats in a Corlissengine.

The invention will be understood by reference to the annexed drawing,which shows a longitudinal section of the steam cylinder E of a Gorlissengine, with a steam chestA upon its upper side, an exhaust chest B uponits lower side, and valve chambers at the ends of such chests. The steaminduction valves are seated in the chambers C, C', and the exhaustvalves in the chambers D, D. The cylinder ports e, e lead from the valvechambers C, C into the cylinder E, and corresponding ports j, f leadfrom the cylinder downward to the valve chambers D, D', which areprovided at the bottom with imperforate seats g to receive the exhaustvalves G. Exhaust ports B lead from the chambers D, D into the exhaustchest B, from whence the steam is discharged by outlet B2 in the usualmanner.

The face of each steam valve l-I is made rather more than twice thewidth of the cylinder port, and the internal passage h is curved so thatboth its ends open upon the valve face adjacent to its edges.

The disk I for oscillating the valves is indicated by a dotted circle,with an arm at the top carrying a pin l by which the disk would beconnected to the eccentric.

' A line j is extended from each steam valve to a pin la which isconnected by a line 'n with a pin m upon the disk, to indicate the con-ICO nections for actuating the valves, the latch for releasing thevalves not being shown as itis already well known. In like manner a lineo is extended from each exhaust valve to a pin o', which is connected bya link p with a pin p upon the disk, and such connections oscillate theexhaust valves through the same stroke at each movement of the disk. Thesteam is admitted to the cylinder ports e, e at the edge nearest to themiddle of the cylinder, and upon the outer side of such ports seats sare formed of suitable length to close the outer end of the passage huntil the edge z' of the steanrvalve rst opens the port. The steam valveis shown in such position at the right hand end of the cylinder with anarrow r indicating the admission of steam past the edge of the valve,and an arrow r indicating the admission of the steam simultaneously atthe outer end of the passage h. As the inner end of the passage opensupon the face of the valve adjacent to the edge z', the steam enteringat the outer end of such passage thus has free access to the cylinderport e when such port is first opened; and thus supplies twice theamount of steam with a given openingof the valve, as in similar valveconstructions.

As the exhaust ports B open at the side of the chambers D D', theexhaust valves may be provided with very wide bearing seats s directlyunder the centers of the valves, and the wearing surface and itsdurability is thus greatly increased. The internal passage gin suchValves is made of suitable length to receive the steam, at its .outerend, coincident with the opening of the cylinder port `by the edge g ofthe Valve, asindicated by the arrows t upon the exhaust valve at theleft hand end of the cylinder. With this construction the volume ofsteam discharged from the cylinder at the beginning of the exhauststroke is thus doubled, and any back pressure upon the piston isdiminished in a corresponding degree. In practice I find that thisconstruction enables ine to operate the valves with less movement thanhas heretoforebeen possible, thus greatly diminishing the movement, thefriction, and the wear of the Valvedriving mechanism, and permitting ahigher velocity in the piston without derangement of the valve gear. Asthe valves in the Corliss engine are connected each with only a singleport, it is obvious that the valve face is a solid cylindrical faceexcepting where the ends of the passage open thereon, and that the seatss at the outer side of each port may be entirely imperforate and holdthe passage closed until the edge of the valve opens the port asdesired.

Each of the valve chambers C and D is provided with an outlet port, theports e, e serving such purpose for the chambers C, C and the ports Bdischarging the steam from the chambers D, D. The edge of such port,against which the valve cuts off steam, is that which I have termed theinner edge, and

the seat which regulates the admission of steam to the internal passageof the valve is adjacent to the outer edge of such port. Such seat isshown over the outer end of the passage, and therefore closing thesame,in the exhaust chamber B at the right hand end of .the cylinder, and inthe steam chamber C at the left hand end of the cylinder. A piston .lwith part of its piston rod K is shown at the right hand end of thecylinder, in readiness to move toward the left, and the valves in thefour valve chambers are shown in corresponding positions. The valve H inthe steam chamber C at the right hand end of the cylinder is shown justopening the port e, and the valve G at the left hand end of the cylinder is shown partially opened to discharge the exhaust steam from thecylinder. The steam valve H would, in a Corliss engine, be opened tosupply the desired volume of steam, and, when the piston has moved asuitable distance, the valve would be released from the drivingmechanism and would be closed by a spring or weight.

I am aware that gridiron Valves have been used to increase the area ofthe steam passages, as in United States Patent No. 271,729, datedFebruary 6, 1883. I am also aware that internal passages have beenusedin connection with such gridiron valves, and for. the purpose ofconnecting two adjacent ports formed in the same cylindrical seat. TheValve seat is necessarily constructed with bridges when gridiron valvesare used, andsuch valves cannot therefore be applied to Corliss enginesalready in use and formed with a single port. My invention is intendedto obviate the necessity of casting the valve chamber and its ports withsuch bridges; and the fitting of the valve to two or more ports in thesame valve chamber. I do not therefore claim these constructions, but

What I do claim, and desire to secure by Letters Patent, is

l. In a Corliss engine having the steam valves closed by a weight orspring, the combination, with the cylinder E, its steam chest A withvalve chambers C, C having each a single outlet port e', an exhaustchest B with valve chambers D, D having each a single outlet port B', ofthe oscillating valves Gr and H having each a cylindrical face and aninternal passage with both ends opening upon Vsuch face, with the outletend of the passage adjacent to the edge of the Valve, and an imperforateseat at the outer side of the outlet port, of suitable length to admitsteam to the inlet end of the passage, coincident with the opening ofsuch port, substantially as herein set forth.

2. In a Corliss engine, the combination, with the cylinder E and exhaustchest B, of the chambers D, D for theV exhaust valves with the singleexhaust port from one side of each to the chest B, the exhaust valves Ghaving each the internal passage g with both ends opening upon the faceof the valve, with its IOO iIO

outlet end adjacent to the edge of the valve, and the imperforate seat sat one side of the port and beneath the center of the valve, of suitablelength to admit steam to the inlet end of the passage when the valveiirst opens the exhaust port, substantially as herein set forth.

In testimony whereof I havehereunto set my hand in the presence of twosubscribing Witmesses.

FRANKLIN PHILLIPS.

Witnesses:

JACOB R. WILLIAMS, THOMAS S. CRANE.

